Designation: D7467 − 15c´1
Standard Specification for
Diesel Fuel Oil, Biodiesel Blend (B6 to B20)1
This standard is issued under the fixed designation D7467; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
ε1 NOTE—Footnote J of Table 1 was corrected editorially in February 2016.
1. Scope*
1.1 This specification covers fuel blend grades of 6 volume
percent to 20 volume percent (%) biodiesel with the remainder
being a light middle or middle distillate diesel fuel, collectively
designated as B6 to B20. These grades are suitable for various
types of diesel engines.
1.1.1 The biodiesel component of the blend shall conform to
the requirements of Specification D6751. The remainder of the
fuel shall be a light middle or middle distillate grade diesel fuel
conforming to Specification D975 grades No. 1-D and No. 2-D
of any sulfur level specified with the following exceptions. The
light middle or middle distillate grade diesel fuel whose sulfur
level, aromatic level, cetane, or lubricity falls outside of
Specification D975 may be blended with biodiesel meeting
Specification D6751, provided the finished mixtures meets this
specification.
1.1.2 The fuel sulfur grades are described as follows:
1.1.2.1 Grade B6 to B20 S15—A fuel with a maximum of
15 ppm sulfur.
1.1.2.2 Grade B6 to B20 S500—A fuel with a maximum of
500 ppm sulfur.
1.1.2.3 Grade B6 to B20 S5000—A fuel with a maximum of
5000 ppm sulfur.
1.2 This specification prescribes the required properties of
B6 to B20 biodiesel blends at the time and place of delivery.
The specification requirements may be applied at other points
in the production and distribution system when provided by
agreement between the purchaser and the supplier.
1.2.1 Nothing in this specification shall preclude observance
of federal, state, or local regulations that may be more
restrictive.
NOTE 1—The generation and dissipation of static electricity can create
problems in the handling of distillate diesel fuel oils. For more informa-
tion on this subject, see Guide D4865.
1
This specification is under the jurisdiction of ASTM Committee D02 on
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of
Subcommittee D02.E0 on Burner, Diesel, Non-Aviation Gas Turbine, and Marine
Fuels.
Current edition approved Oct. 1, 2015. Published November 2015. Originally
approved in 2008. Last previous edition approved in 2015 as D7467 – 15b. DOI:
10.1520/D7467-15CE01.
*A Summary of Changes section appears at the end of this standard
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
1
1.3 The values stated in SI units are to be regarded as
standard. No other units of measurement are included in this
standard.
2. Referenced Documents
2.1 ASTM Standards:2
D56 Test Method for Flash Point by Tag Closed Cup Tester
D86 Test Method for Distillation of Petroleum Products and
Liquid Fuels at Atmospheric Pressure
D93 Test Methods for Flash Point by Pensky-Martens
Closed Cup Tester
D129 Test Method for Sulfur in Petroleum Products (Gen-
eral High Pressure Decomposition Device Method)
D130 Test Method for Corrosiveness to Copper from Petro-
leum Products by Copper Strip Test
D445 Test Method for Kinematic Viscosity of Transparent
and Opaque Liquids (and Calculation of Dynamic Viscos-
ity)
D482 Test Method for Ash from Petroleum Products
D524 Test Method for Ramsbottom Carbon Residue of
Petroleum Products
D613 Test Method for Cetane Number of Diesel Fuel Oil
D664 Test Method for Acid Number of Petroleum Products
by Potentiometric Titration
D975 Specification for Diesel Fuel Oils
D976 Test Method for Calculated Cetane Index of Distillate
Fuels
D1266 Test Method for Sulfur in Petroleum Products (Lamp
Method)
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
leum Products by Fluorescent Indicator Adsorption
D1552 Test Method for Sulfur in Petroleum Products by
High Temperature Combustion and IR Detection
D2500 Test Method for Cloud Point of Petroleum Products
D2622 Test Method for Sulfur in Petroleum Products by
Wavelength Dispersive X-ray Fluorescence Spectrometry
D2709 Test Method for Water and Sediment in Middle
2
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website.
 D7467 − 15c´1
Distillate Fuels by Centrifuge
D2880 Specification for Gas Turbine Fuel Oils
D3117 Test Method for Wax Appearance Point of Distillate
Fuels (Withdrawn 2010)3
D3120 Test Method for Trace Quantities of Sulfur in Light
Liquid Petroleum Hydrocarbons by Oxidative Microcou-
lometry
D3828 Test Methods for Flash Point by Small Scale Closed
Cup Tester
D4057 Practice for Manual Sampling of Petroleum and
Petroleum Products
D4294 Test Method for Sulfur in Petroleum and Petroleum
Products by Energy Dispersive X-ray Fluorescence Spec-
trometry
D4539 Test Method for Filterability of Diesel Fuels by
Low-Temperature Flow Test (LTFT)
D4737 Test Method for Calculated Cetane Index by Four
Variable Equation
D4865 Guide for Generation and Dissipation of Static Elec-
tricity in Petroleum Fuel Systems
D5453 Test Method for Determination of Total Sulfur in
Light Hydrocarbons, Spark Ignition Engine Fuel, Diesel
Engine Fuel, and Engine Oil by Ultraviolet Fluorescence
D5771 Test Method for Cloud Point of Petroleum Products
(Optical Detection Stepped Cooling Method)
D5772 Test Method for Cloud Point of Petroleum Products
(Linear Cooling Rate Method)
D5773 Test Method for Cloud Point of Petroleum Products
(Constant Cooling Rate Method)
D6079 Test Method for Evaluating Lubricity of Diesel Fuels
by the High-Frequency Reciprocating Rig (HFRR)
D6217 Test Method for Particulate Contamination in Middle
Distillate Fuels by Laboratory Filtration
D6304 Test Method for Determination of Water in Petro-
leum Products, Lubricating Oils, and Additives by Cou-
lometric Karl Fischer Titration
D6371 Test Method for Cold Filter Plugging Point of Diesel
and Heating Fuels
D6468 Test Method for High Temperature Stability of
Middle Distillate Fuels
D6469 Guide for Microbial Contamination in Fuels and Fuel
Systems
D6751 Specification for Biodiesel Fuel Blend Stock (B100)
for Middle Distillate Fuels
D6890 Test Method for Determination of Ignition Delay and
Derived Cetane Number (DCN) of Diesel Fuel Oils by
Combustion in a Constant Volume Chamber
D7094 Test Method for Flash Point by Modified Continu-
ously Closed Cup (MCCCFP) Tester
D7220 Test Method for Sulfur in Automotive, Heating, and
Jet Fuels by Monochromatic Energy Dispersive X-ray
Fluorescence Spectrometry
D7371 Test Method for Determination of Biodiesel (Fatty
Acid Methyl Esters) Content in Diesel Fuel Oil Using Mid
Infrared Spectroscopy (FTIR-ATR-PLS Method)
3 6
The last approved version of this historical standard is referenced on
www.astm.org.
2
D7397 Test Method for Cloud Point of Petroleum Products
(Miniaturized Optical Method)
D7619 Test Method for Sizing and Counting Particles in
Light and Middle Distillate Fuels, by Automatic Particle
Counter
D7668 Test Method for Determination of Derived Cetane
Number (DCN) of Diesel Fuel Oils—Ignition Delay and
Combustion Delay Using a Constant Volume Combustion
Chamber Method
D7689 Test Method for Cloud Point of Petroleum Products
(Mini Method)
D7861 Test Method for Determination of Fatty Acid Methyl
Esters (FAME) in Diesel Fuel by Linear Variable Filter
(LVF) Array Based Mid-Infrared Spectroscopy
E29 Practice for Using Significant Digits in Test Data to
Determine Conformance with Specifications
E1064 Test Method for Water in Organic Liquids by Coulo-
metric Karl Fischer Titration
2.2 Other Standards:
26 CFR Part 48 Manufacturers and Retailers Excise Taxes4
40 CFR Part 80 Regulation of Fuels and Fuel Additives4
EN 14078 Liquid Petroleum Products—Determination of
Fatty Acid Methyl Ester (FAME) Content in Middle
Distillates—Infrared Spectrometry Method5
EN 14112 Fat and Oil Derivatives—Fatty Acid Methyl
Esters (FAME)—Determination of Oxidation Stability
(Accelerated Oxidation Test)5
EN 15751 Automotive Fuels—Fatty Acid Methyl Ester
(FAME) Fuel and Blends with Diesel Fuel—
Determination of Oxidation Stability by Accelerated Oxi-
dation Method5
ISO 4406 Hydraulic Fluid Power—Fluids—Method for
Coding the Level of Contamination by Solid Particles6
ISO 16889 Hydraulic Fluid Power—Filters—Multi-pass
Method for Evaluating Filtration Performance of a Filter
Element6
3. Terminology
3.1 Definitions:
3.1.1 biodiesel, n—fuel comprised of mono-alkyl esters of
long chain fatty acids derived from vegetable oils or animal
fats, designated B100.
3.1.2 B6 to B20, n—fuel blend consisting of 6 volume
percent to 20 volume percent biodiesel conforming to the
requirements of Specification D6751 with the remainder being
a light middle or middle distillate grade diesel fuel and meeting
the requirements of this specification.
3.1.2.1 Discussion—The abbreviation BXX represents a
specific blend concentration in the range B6 to B20, where XX
is the percent volume of biodiesel in the fuel blend.
4
Available from U.S. Government Printing Office Superintendent of Documents,
732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401.
5
Available from the National CEN members listed on the CEN website
(www.cenorm.be.) or from the CEN/TC 19 Secretariat (astm@nen.nl).
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
4th Floor, New York, NY 10036, http://www.ansi.org.
 D7467 − 15c´1
TABLE 1 Detailed Requirements for B6 to B20 Biodiesel Blends
Grade
Property Test Method
B6 to B20 S15 B6 to B20 S500A B6 to B20 S5000B
Acid Number, mg KOH/g, max D664 0.3 0.3 0.3
Viscosity, mm2/s at 40 °C D445 1.9-4.1C 1.9-4.1C 1.9- 4.1C
Flash Point, °C, min D93 52D 52D 52D
E E E
Cloud Point, °C, max or LTFT/ D2500, D4539, D6371
CFPP, °C, max
Sulfur Content, (µg/g)F D5453 15 ... ...
mass percent, max D2622 ... 0.05 ...
mass percent, max D129 ... ... 0.50
Distillation Temperature, °C, D86 343 343 343
90 % vol recovered, max
Ramsbottom Carbon Residue D524 0.35 0.35 0.35
on 10 % bottoms, mass %, max
Cetane Number, min D613G 40H 40H 40H
One of the following must be D976-80I 40 40 40
met:
(1) Cetane index, min.
(2) Aromaticity, volume D1319-03I 35 35 ...
percent, max
Ash Content, mass percent, D482 0.01 0.01 0.01
max
Water and Sediment, volume D2709 0.05 0.05 0.05
percent, max
Copper Corrosion, 3 h at 50 °C, D130 No. 3 No. 3 No. 3
max
Biodiesel Content, % (V/V) D7371 6. - 20. 6. - 20. 6. - 20.
Oxidation Stability, hours, min EN 15751 6 6 6
Lubricity, HFRR at 60 °C, mi- D6079 520J 520J 520J
cron (µm), max
A
Under United States of America regulations, if Grades B6-20 S500 are sold for tax exempt purposes then, at, or beyond terminal storage tanks, they are required by 26
CFR Part 48 to contain the dye Solvent Red 164 at a concentration spectrally equivalent to 3.9 lb of the solid dye standard Solvent Red 26 per thousand barrels of diesel
fuel or kerosine, or the tax must be collected.
B
Under United States of America regulations, Grades B6-20 S5000 are required by 40 CFR part 80 to contain a sufficient amount of the dye Solvent Red 164 so its
presence is visually apparent. At or beyond terminal storage tanks, they are required by 26 CFR Part 48 to contain the dye Solvent Red 164 at a concentration spectrally
equivalent to 3.9 lb of the solid dye standard Solvent Red 26 per thousand barrels of diesel fuel or kerosine.
C
If Grade No. 1-D or blends of Grade No. 1-D and Grade No. 2-D diesel fuel are used, the minimum viscosity shall be 1.3 mm2/s.
D
If Grade No. 1-D or blends of Grade No. 1-D and Grade No. 2-D diesel fuel are used, or a cloud point of less than –12 °C is specified, the minimum flash point shall
be 38 °C.
E
It is unrealistic to specify low temperature properties that will ensure satisfactory operation at all ambient conditions. In general, cloud point (or wax appearance point)
Low Temperature Flow Test, and Cold Filter Plugging Point Test may be useful to estimate vehicle low temperature operability limits but their use with B6 to B20 has not
been validated. However, satisfactory operation below the cloud point (or wax appearance point) may be achieved depending on equipment design, operating conditions,
and the use of flow-improver additives as described in X3.1.2. Appropriate low temperature operability properties should be agreed upon between the fuel supplier and
purchaser for the intended use and expected ambient temperatures. Test Methods D4539 and D6371 may be especially useful to estimate vehicle low temperature
operability limits when flow improvers are used but their use with B6 to B20 from a full range of biodiesel feedstock sources has not been validated. Due to fuel delivery
system, engine design, and test method differences, low temperature operability tests may not provide the same degree of protection in various vehicle operating classes.
Tenth percentile minimum air temperatures for U.S. locations are provided in Appendix X3 as a means of estimating expected regional temperatures. The tenth percentile
minimum air temperatures may be used to estimate expected regional target temperatures for use with Test Methods D2500, D4539, and D6371. Refer to X3.1.3 for further
general guidance on test application.
F
Other sulfur limits can apply in selected areas in the United States and in other countries.
G
Calculated cetane index approximation, Test Method D4737, is not applicable to biodiesel blends.
H
Low ambient temperatures, as well as engine operation at high altitudes, may require the use of fuels with higher cetane ratings. If the diesel fuel is qualified under Table 1
of Specification D975 for cetane, it is not necessary to measure the cetane number of the blend. This is because the cetane number of the individual blend components
will be at least 40, so the resulting blend will also be at least 40 cetane number.
I
These test methods are specified in 40 CFR Part 80.
J
If the diesel fuel is qualified under Table 1 of Specification D975 for lubricity, it is not necessary to measure the lubricity of the blend. This is because the lubricity of the
individual blend components will be less than 520 µm so the resulting blend will also be less than 520 µm.

3.1.3 S(numerical specification maximum)—indicates the
maximum sulfur content, in weight ppm (µg/g), allowed by this
specification.
4. Test Methods
4.1 The requirements enumerated in this specification shall
be determined in accordance with the following methods:
4.1.1 Acid Number—Test Method D664.
4.1.2 Flash Point—Test Method D93, except where other
methods are prescribed by law. For all grades, Test Method
D3828 and Test Method D7094 may be used as an alternate
with the same limits. Test Method D56 may be used as an
alternate with the same limits, provided the flash point is below
93 °C. This test method will give slightly lower values. In
cases of dispute, Test Method D93 shall be used as the referee
method.
4.1.3 Cloud Point—Test Method D2500. For all B6 to B20
grades in Table 1, Test Method D7397 and the automatic Test
Methods D5771, D5772, D5773, or D7689 may be used as
alternates with the same limits. Test Method D3117 may also
be used since it is closely related to Test Method D2500. In
case of dispute, Test Method D2500 shall be the referee test
method.

3
 D7467 − 15c´1
TABLE 2 Sulfur Test Methods
Sulfur Test Method Range Grades Units Used to Report ResultsA
D129 >0.1 % mass S5000 mass percent
(referee)
D1266 0.0005 % to 0.4 % mass S500 mass percent
5 mg ⁄ kg to 4000 mg/kg (wt ppm)
D1552 >0.06 % mass S5000 mass percent
D2622 0.0003 % to 5.3 % mass all grades mass percent
(referee for S500 grades) 3 mg ⁄ kg to 53 000 mg/kg (wt ppm)
D3120 3.0 mg ⁄ kg to 100 mg/kg (wt ppm) S15, S500 ppm (µg/g)
(S500 grades must be diluted before
testing)
D4294 0.0150 % to 5.00 % mass S5000 mass percent
150 mg ⁄ kg to 50 000 mg/kg (wt ppm)
D5453 0.0001 % to 0.8 % mass all grades ppm (µg/g)
(referee for S15 grades) 1.0 mg ⁄ kg to 8000 mg/kg (wt ppm)
D7220 3.0 mg ⁄ kg to 942 mg/kg (mass ppm) S15, S500 mass ppm (µg/g)
A
Results reported in mg/kg and in ppm (µg/g) are numerically the same. The units used in Table 1 for the sulfur requirements are the units in which results for the referee
test are reported.

4.1.4 Cold Filter Plugging Point (CFPP)—Test Method
D6371.
4.1.5 Low Temperature Flow Test (LTFT)—Test Method
D4539.
4.1.6 Water and Sediment—Test Method D2709. See Ap-
pendix X4 for additional guidance on water and sediment in
biodiesel blends.
4.1.7 Carbon Residue—Test Method D524.
4.1.8 Ash—Test Method D482.
4.1.9 Distillation—Test Method D86.
4.1.10 Viscosity—Test Method D445.
4.1.11 Sulfur—Table 2 shows the referee test methods and
alternate test methods for sulfur, the range over which each test
method applies and the corresponding fuel grades.
4.1.12 Aromaticity—Test Method D1319. This test method
provides an indication of the aromatic content of fuels. For
fuels with a maximum final boiling point of 315 °C, this test
method is a measurement of the aromatic content of the fuel.
Grade S5000 does not have an aromatics content.
4.1.13 Cetane Index—Test Method D976.
4.1.14 Lubricity—Test Method D6079.
4.1.15 Copper Corrosion—Test Method D130, 3 h test at
50 °C minimum.
4.1.16 Cetane Number—Test Method D613. Test Method
D6890 or Test Method D7668 (see Note 2) may also be used.
In cases of dispute, Test Method D613 shall be the referee test
method.
NOTE 2—Precision from Test Method D7668 were obtained from
results produced by laboratories using externally obtained pre-blended
calibration reference material.
4.1.17 Oxidation Stability—Test Method EN 15751. Test
Method EN 14112 may also be used but has been shown to
provide falsely low readings in some cases. See X1.16.2 for
further information. In case of dispute, Test Method EN 15751
shall be the referee test method.
4.1.18 Biodiesel Content—Test Method D7371. Test
Method EN 14078 or Test Method D7861 may also be used. In
cases of dispute, Test Method D7371 shall be the referee test
method. See Practice E29 for guidance on significant digits.
5. Workmanship
5.1 The biodiesel blend (B6 to B20) shall be visually free of
undissolved water, sediment, and suspended matter.
5.2 The biodiesel blend (B6 to B20) shall also be free of any
adulterant or contaminant that may render the fuel unaccept-
able for its commonly used applications.
6. Requirements
6.1 The biodiesel blend (B6 to B20) specified shall conform
to the detailed requirements shown in Table 1.
7. Keywords
7.1 biodiesel; biodiesel blend; diesel; fuel oil; petroleum
and petroleum products

4
 D7467 − 15c´1
APPENDIXES
(Nonmandatory Information)
X1. SIGNIFICANCE OF ASTM SPECIFICATION FOR B6 to B20 BIODIESEL BLENDS
X1.1 Introduction
X1.1.1 The properties of commercial B6 to B20 blends
depend on the refining practices employed and the nature of the
distillate fuel oils and biodiesel from which they are produced.
Distillate fuel oils, for example, may be produced within the
boiling range of 150 °C and 400 °C having many possible
combinations of various properties, such as volatility, ignition
quality, viscosity, and other characteristics. Biodiesel, for
example, can be produced from a variety of animal fats or
vegetable oils that produce similar volatility characteristics and
combustion emissions with varying cold flow properties.
X1.2 Cetane Number
X1.2.1 Cetane number is a measure of the ignition quality of
the fuel and influences combustion roughness. The cetane
number requirements depend on engine design, size, nature of
speed and load variations, and on starting and atmospheric
conditions. Increase in cetane number over values actually
required does not materially improve engine performance.
Accordingly, the cetane number specified should be as low as
possible to ensure maximum fuel availability.
X1.3 Distillation
X1.3.1 The fuel volatility requirements depend on engine
design, size, nature of speed and load variations, and starting
and atmospheric conditions. For engines in services involving
rapidly fluctuating loads and speeds, as in bus and truck
operation, the more volatile fuels may provide best
performance, particularly with respect to smoke and odor. The
biodiesel portion of the B6 to B20 may also provide smoke and
odor improvements. However, best fuel economy is generally
obtained from the heavier types of fuels because of their higher
heat content.
X1.4 Viscosity
X1.4.1 For some engines it is advantageous to specify a
minimum viscosity because of power loss due to injection
pump and injector leakage. Maximum viscosity, on the other
hand, is limited by considerations involved in engine design
and size, and the characteristics of the injection system.
X1.5 Carbon Residue
X1.5.1 Carbon residue gives a measure of the carbon
depositing tendencies of a fuel oil when heated in a bulb under
prescribed conditions. While not directly correlating with
engine deposits, this property is considered an approximation.
X1.6 Sulfur
X1.6.1 The effect of sulfur content on engine wear and
deposits appears to vary considerably in importance and
depends largely on operating conditions. Fuel sulfur can affect
emission control systems performance. To ensure maximum
5
availability of fuels, the permissible sulfur content should be
specified as high as is practicable, consistent with maintenance
considerations and legal limits.
X1.7 Flash Point
X1.7.1 The flash point as specified is not directly related to
engine performance. It is, however, of importance in connec-
tion with legal requirements and safety precautions involved in
fuel handling and storage, and it is normally specified to meet
insurance and fire regulations.
X1.8 Cloud Point
X1.8.1 Cloud point is of importance in that it defines the
temperature at which a cloud or haze of wax crystals appears
in the oil under prescribed test conditions that generally relates
to the temperature at which wax crystals begin to precipitate
from the oil in use.
X1.9 Ash
X1.9.1 Ash-forming materials may be present in fuel oil in
three forms: (1) abrasive solids, (2) soluble metallic soaps, and
(3) unremoved biodiesel catalysts. Abrasive solids and unre-
moved biodiesel catalysts contribute to injector, fuel pump,
piston and ring wear, and also to engine deposits. Soluble
metallic soaps have little effect on wear but may contribute to
engine deposits and filter clogging.
X1.10 Copper Strip Corrosion
X1.10.1 This test serves as a measure of possible difficulties
with copper and brass or bronze parts of the fuel system.
X1.11 Aromaticity
X1.11.1 This test is used as an indication of the aromatics
content of diesel fuel. Aromatics content is specified to prevent
an increase in the average aromatics content in diesel fuels.
Increases in aromatics content of fuels over current levels may
have a negative impact on emissions. Use of Test Method
D1319-03 or cetane index, Test Method D976-80, is required
in the United States of America by 40 CFR Part 80. The
precision and bias of Test Method D1319-03 with biodiesel
blends is not known and is currently under investigation.
X1.12 Cetane Index
X1.12.1 Cetane index is specified as a limitation on the
amount of high aromatic components in S15 and S500 Grades.
Use of Test Method D1319-03 or cetane index, Test Method
D976-80, is required in the United States of America by 40
CFR Part 80. The precision and bias of Test Method D976-80
with biodiesel blends is not known.
X1.13 Total and Free Glycerin
X1.13.1 High levels of total or free glycerin can cause
injector deposits and may adversely affect cold weather opera-
tion and filter plugging and result in a buildup of material in the
 D7467 − 15c´1
bottom of storage and fueling systems. The total and free
glycerin levels are controlled by Specification D6751 to 0.24 %
mass maximum and 0.02 % mass maximum, respectively.
Diesel fuel contains no total or free glycerin, so the level of
total and free glycerin in a biodiesel blend is solely derived
from the biodiesel contribution and is extremely low and in
direct proportion to the level of biodiesel added and its total
and free glycerin values. In finished blends, the ability to
measure total and free glycerin is compromised by interference
with naturally occurring petroleum diesel fuel components and
the extremely low values. No ASTM test methods for measur-
ing total and free glycerin in blends currently exist, so no
specification for the finished B6 to B20 blend is included. If
test methods become available, the level of total and free
glycerin should not exceed the maximum contribution derived
from biodiesel based on the blend content and the maximum
level allowed in Specification D6751.
X1.14 Calcium and Magnesium, Sodium and Potassium,
and Phosphorus Content
X1.14.1 Calcium and magnesium combined and sodium
and potassium combined are controlled to 5 ppm maximum in
Specification D6751. Phosphorus is controlled to 10 ppm
maximum in Specification D6751. The presence of high levels
of these elements could adversely affect exhaust catalysts and
after-treatment systems. The concentration of these materials
due to biodiesel in a B6 to B20 blends should be less than 1 or
2 ppm, making accurate measurement difficult. There are also
no controls for these materials in Specification D975 at present
and no available database for the potential contribution of these
materials from petroleum based diesel fuel. Based on this, a
specification for finished blends for these compounds has not
been established. If measured, the level of these materials
should not exceed the maximum contribution derived from
biodiesel based on the blend content and the maximum level
allowed in Specification D6751 and the contribution of the
petroleum based diesel fuel.
X1.15 Other
X1.15.1 Microbial Contamination:
X1.15.1.1 Uncontrolled microbial contamination in fuel
systems can cause or contribute to a variety of problems,
including increased corrosivity and decreased stability,
filterability, and caloric value. Microbial processes in fuel
systems can also cause or contribute to system damage.
X1.15.1.2 Because the microbes contributing to the afore-
mentioned problems are not necessarily present in the fuel
6
itself, no microbial quality criterion for fuels is recommended.
However, it is important that personnel responsible for fuel
quality understand how uncontrolled microbial contamination
can affect fuel quality.
X1.15.1.3 Guide D6469 provides personnel with limited
microbiological background an understanding of the
symptoms, occurrences, and consequences of microbial con-
tamination. Guide D6469 also suggests means for detecting
and controlling microbial contamination in fuels and fuel
systems. Good housekeeping, especially keeping fuel dry, is
critical.
X1.16 Oxidation Stability
X1.16.1 If the biodiesel is qualified under Table 1 of Speci-
fication D6751 for oxidation stability, it may not be necessary
to measure the oxidation stability of the blend. Existing data7
indicates the oxidation stability of B6 to B20 should be over 6
h if the oxidation stability of the biodiesel is 3 h or higher at the
time of blending.
X1.16.2 Special precautions may be necessary to eliminate
falsely low readings using EN 14112 with biodiesel blends.
The petroleum portion of the blend may affect tubing between
the reaction vessel and the measuring vessel and the plastic seal
on the top of the reaction vessel or condense in various parts of
the test setup. Some of these parts may need to be replaced
frequently, and all components should be thoroughly cleaned to
prevent falsely low readings. Improvements to these parts and
changes in the test method have been incorporated into a
revised method, EN 15751, which is the referee method. It is
recommended that EN 15751 be utilized for measurement of
biodiesel blend oxidation stability, because EN 14112 may be
withdrawn in the future as an option for testing biodiesel and
biodiesel blends.
X1.17 Acid Number
X1.17.1 The acid number is used to determine the level of
free fatty acids or processing acids that may be present in the
biodiesel or diesel fuel oil when produced, or those which form
upon aging. Biodiesel blends with a high acid number have
been shown to increase fueling system deposits and may
increase the likelihood for corrosion.
7
McCormick, R. L., and Westbrook, S. R., “Empirical Study of the Stability of
Biodiesel and Biodiesel Blends, Milestone Report,” NREL/TP-540-41619, National
Renewable Energy Laboratory, Golden, Colorado, May 2007. http://www.nrel.gov/
docs/fy07osti/41619.pdf.
 D7467 − 15c´1
X2. STORAGE AND THERMAL STABILITY OF B6 TO B20 BLENDS
X2.1 Scope
X2.1.1 This appendix provides guidance for consumers of
B6 to B20 who may wish to store quantities of fuels for
extended periods or use the fuel in severe service or high
temperature applications. Fuels containing residual compo-
nents are excluded. Consistently successful long-term fuel
storage or use in severe applications requires attention to fuel
selection, storage conditions, handling and monitoring of
properties during storage and prior to use.
X2.1.2 Normally produced fuels have adequate stability
properties to withstand normal storage and use without the
formation of troublesome amounts of insoluble degradation
products although data suggests some B6 to B20 blends may
degrade faster than petrodiesel. Fuels that are to be stored for
prolonged periods or used in severe applications should be
selected to avoid formation of sediments or gums, high acid
numbers, or high viscosity which can overload filters or plug
injectors. Selection of these fuels should result from supplier-
user discussions.
X2.1.3 These suggested practices are general in nature and
should not be considered substitutes for any requirements
imposed by the warranty of the distillate fuel equipment
manufacturer or by federal, state, or local government regula-
tions. Although they cannot replace a knowledge of local
conditions or good engineering and scientific judgment, these
suggested practices do provide guidance in developing an
individual fuel management system for the B6 to B20 fuel user.
They include suggestions in the operation and maintenance of
existing fuel storage and handling facilities and for identifying
where, when, and how fuel quality should be monitored or
selected for storage or severe use.
X2.2 Definitions
X2.2.1 bulk fuel—fuel in the storage facility in quantities
over 50 gal.
X2.2.2 fuel contaminants—foreign materials that make fuel
less suitable or unsuitable for the intended use.
X2.2.2.1 Discussion
Fuel contaminants include materials introduced subsequent to
the manufacture of fuel and fuel degradation products.
X2.2.3 fuel-degradation products—those materials that are
formed in fuel during extended storage or exposure to high
temperatures.
X2.2.3.1 Discussion—Insoluble degradation products may
combine with other fuel contaminants to reinforce deleterious
effects. Soluble degradation products (soluble gums) are less
volatile than fuel and may carbonize to form deposits due to
complex interactions and oxidation of small amounts of
olefinic or sulfur-, oxygen-, or nitrogen-contaminating com-
pounds present in fuels. The formation of degradation products
may be catalyzed by dissolved metals, especially copper salts.
When dissolved copper is present it can be deactivated with
metal deactivator additives.
7
X2.2.4 long-term storage—storage of fuel for longer than
six months after it is received by the user.
X2.2.5 severe use—use of the fuel in applications which
may result in engines operating under high load conditions that
may cause the fuel to be exposed to excessive heat.
X2.3 Fuel Selection
X2.3.1 Certain distilled refinery and biodiesel products are
generally more suitable for long-term storage and severe
service than others. The stability properties of B6 to B20
blends are highly dependent on the crude oil sources, severity
of processing, use of additives and whether additional refinery
treatment has been carried out.
X2.3.2 The composition and stability properties of B6 to
B20 produced at specific refineries or blending locations may
be different. Any special requirements of the user, such as
long-term storage or severe service, should be discussed with
the supplier.
X2.3.3 Blends of fuels from various sources may interact to
give stability properties worse than expected based on the
characteristics of the individual fuels.
X2.4 Fuel Additives
X2.4.1 Available fuel additives can improve the suitability
of marginal fuels for long-term storage and thermal stability,
but may be unsuccessful for fuels with markedly poor stability
properties. Most additives should be added at the refinery or
during the early weeks of storage to obtain maximum benefits.
X2.4.2 Biocides or biostats destroy or inhibit the growth of
fungi and bacteria, which can grow at fuel-water interfaces to
give high particulate concentrations in the fuel. Available
biocides are soluble in both the fuel and water or in the water
phase only.
X2.5 Tests for Fuel Quality
X2.5.1 At the time of manufacture, the storage stability of
B6 to B20 may be assessed using Test Method EN 14112.
Other tests methods are under development. However, these
accelerated stability tests may not correlate well with field
storage stability due to varying field conditions and to fuel
composition.
X2.5.2 Performance criteria for accelerated stability tests
that ensure satisfactory long-term storage of fuels have not
been established.
X2.5.3 Test Method D6468 provides an indication of ther-
mal oxidative stability of middle distillate fuels when heated to
temperatures near 150°C.
X2.6 Fuel Monitoring
X2.6.1 A plan for monitoring the quality of bulk fuel during
prolonged storage is an integral part of a successful program. A
plan to replace aged fuel with fresh product at established
intervals is also desirable.
 D7467 − 15c´1
X2.6.2 Stored fuel should be periodically sampled and its
quality assessed. Practice D4057 provides guidance for sam-
pling. Fuel contaminants and degradation products will usually
settle to the bottom of a quiescent tank. A “Bottom” or
“Clearance” sample, as defined in Practice D4057, should be
included in the evaluation along with an “All Level” sample.
X2.6.3 The quantity of insoluble fuel contaminants present
in fuel can be determined using Test Method D6217 although
no precision or bias testing has been performed with B6 to B20
blends.
X2.6.4 Test Method D6468 can be used for investigation of
operational problems that might be related to fuel thermal
stability. Testing samples from the fuel tank or from bulk
storage may give an indication as to the cause of filter
plugging. It is more difficult to monitor the quality of fuels in
vehicle tanks since operation may be on fuels from multiple
sources.
X2.6.5 Some additives exhibit effects on fuels tested in
accordance with Test Method D6468 that may or may not be
observed in the field. Data have not been developed that
correlate results from the test method for various engine types
and levels of operating severity.
X2.6.6 Ongoing monitoring of the acid number is a useful
means of monitoring oxidation or degradation of biodiesel
blends.
X2.7 Fuel Storage Conditions
X2.7.1 Contamination levels in fuel can be reduced by
storage in tanks kept free of water, and tankage should have
provisions for water draining on a scheduled basis. Water
promotes corrosion, and microbiological growth may occur at
a fuel-water interface. Refer to Guide D6469 for a more
complete discussion. Underground storage is preferred to avoid
temperature extremes; above-ground storage tanks should be
sheltered or painted with reflective paint. High storage tem-
peratures accelerate fuel degradation. Fixed roof tanks should
be kept full to limit oxygen supply and tank breathing.
X2.7.2 Copper and copper-containing alloys should be
avoided. Copper can promote fuel degradation and may pro-
duce mercaptide gels. Zinc coatings can react with water or
organic acids in the fuel to form gels that rapidly plug filters.
X2.7.3 Appendix X2 of Specification D2880 discusses fuel
contaminants as a general topic.
X2.8 Fuel Use Conditions
X2.8.1 Many diesel engines are designed so that the diesel
fuel is used for heat transfer. In modern heavy-duty diesel
engines, for example, only a portion of the fuel that is
circulated to the fuel injectors is actually delivered to the
combustion chamber. The remainder of the fuel is circulated
back to the fuel tank, carrying heat with it. Thus adequate high
8
temperature stability can be a necessary requirement in some
severe applications or types of service.
X2.8.2 Inadequate high temperature stability may result in
the formation of insoluble degradation products.
X2.9 Use of Degraded Fuels
X2.9.1 Fuels that have undergone mild-to-moderate degra-
dation can sometimes be consumed in a normal way, depend-
ing on the fuel system requirements. Filters and other cleanup
equipment can require special attention and increased mainte-
nance. Burner nozzle or injector fouling can occur more
rapidly.
X2.9.2 Fuels containing very large quantities of fuel degra-
dation products and other contaminants or with runaway
microbiological growth require special attention. Consultation
with experts in this area is desirable. It can be possible to drain
the sediment or draw off most of the fuel above the sediment
layer and use it with the precautions described in X2.9.1.
However, very high soluble gum levels or corrosion products
from microbiological contamination can cause severe opera-
tional problems.
X2.10 Thermal Stability Guidelines
X2.10.1 Results from truck fleet experience suggests that
Test Method D6468 can be used to qualitatively indicate
whether diesel fuels have satisfactory thermal stability perfor-
mance properties.8,9
X2.10.2 Performance in engines has not been sufficiently
correlated with results from Test Method D6468 to provide
definitive specification requirements. However, the following
guidelines are suggested.
X2.10.2.1 Fuels giving a Test Method D6468 reflectance
value of 70 % or more in a 90 min test at the time of
manufacture should give satisfactory performance in normal
use.
X2.10.2.2 Fuels giving a Test Method D6468 reflectance
value of 80 % or more in a 180 min test at the time of
manufacture should give satisfactory performance in severe
use.
X2.10.3 Thermal stability as determined by Test Method
D6468 is known to degrade during storage.10 The guidance
under X2.10 is for fuels used within six months of manufac-
ture.
8
Bacha, John D., and Lesnini, David G., “Diesel Fuel Thermal Stability at
300°F,” Proceedings of the 6th International Conference on Stability and Handling
of Liquid Fuels, Vancouver, B.C., October 1997.
9
Schwab, Scott D., Henly, Timothy J., Moxley, Joel F., and Miller, Keith,
“Thermal Stability of Diesel Fuel,” Proceedings of the 7th International Conference
on Stability and Handling of Liquid Fuels, Graz, Austria, September 2000.
10
Henry, C. P., “ The du Pont F21 149 °C (300 °F) Accelerated Stability Test,”
Distillate Fuel Stability and Cleanliness, ASTM STP 751, Stavinoha, L. L., Henry,
C. P., editors, ASTM International, W. Conshohocken, PA, 1981, pp. 22-33.
 D7467 − 15c´1
FIG. X3.1 October—10th Percentile Minimum Temperatures
X3. TENTH PERCENTILE MINIMUM AMBIENT AIR TEMPERATURES FOR THE UNITED STATES
(EXCEPT HAWAII)
X3.1 Introduction
X3.1.1 The tenth percentile minimum ambient air tempera-
tures shown on the following maps (Figs. X3.1-X3.12) and in
Table X3.1 were derived from an analysis of historical hourly
temperature readings recorded over a period of 15 to 21 years
from 345 weather stations in the United States. This study was
conducted by the U.S. Army Mobility Equipment Research and
Development Center (USAMERDC), Coating and Chemical
Laboratory, Aberdeen Proving Ground, MD 21005. The tenth
percentile minimum ambient air temperature is defined as the
lowest ambient air temperature which will not go lower on
average more than 10 % of the time. In other words, the daily
minimum ambient air temperature would on average not be
expected to go below the monthly tenth percentile minimum
ambient air temperature more than 3 days for a 30-day month.
See Table X3.1.
X3.1.2 These data may be used to estimate low temperature
operability requirements. In establishing low temperature op-
erability requirements, consideration should be given to the
following. These factors, or any combination, may make low
temperature operability more or less severe than normal. As
X3.1.2.1 through X3.1.2.12 indicate, field work suggests that
9
cloud point (or wax appearance point) is a fair indication of the
low temperature operability limit of fuels without cold flow
additives in most vehicles with diesel fuel that contains no
biodiesel, and its relevance with B6 to B20 blends has not been
validated.
X3.1.2.1 Long term weather patterns (Average winter low
temperatures will be exceeded on occasion).
X3.1.2.2 Short term local weather conditions (Unusual cold
periods do occur).
X3.1.2.3 Elevation (High locations are usually colder than
surrounding lower areas).
X3.1.2.4 Specific engine design.
X3.1.2.5 Fuel system design (Recycle rate, filter location,
filter capacity, filter porosity, and so forth.)
X3.1.2.6 Fuel viscosity at low temperatures.
X3.1.2.7 Equipment add-ons (Engine heaters, radiator
covers, fuel line and fuel filter heaters and so forth.)
X3.1.2.8 Types of operation (Extensive idling, engine
shutdown, or unusual operation).
X3.1.2.9 Low temperature flow improver additives in fuel.
X3.1.2.10 Geographic area for fuel use and movement
between geographical areas.
 D7467 − 15c´1
FIG. X3.2 November—10th Percentile Minimum Ambient Air Temperatures
X3.1.2.11 General housekeeping (Dirt or water, or both, in
fuel or fuel supply system).
X3.1.2.12 Impact failure for engine to start or run (Critical
vs. non-critical application).
X3.1.3 Historical Background—Three test methods have
been widely used to estimate or correlate with low temperature
vehicle operability with diesel fuel that contains no biodiesel.
These test methods may be useful to estimate or correlate with
lower temperature vehicle operability with B6 to B20, but their
use with B6 to B20 has not been validated. Cloud point, Test
Method D2500, is the oldest of the three and most conservative
of the tests. The cloud point test indicates the earliest appear-
ance of wax precipitation that might result in plugging of fuel
filters or fuel lines under prescribed cooling conditions. Al-
though not 100 % failsafe, it is the most appropriate test for
applications that can not tolerate much risk. The Cold Filter
Plugging Point (CFPP) test, Test Method D6371, was intro-
duced in Europe in 1965. The CFPP was designed to correlate
with the majority of European vehicles. Under rapid cooling
conditions, 20 cc fuel is drawn through a 45 µm screen then
allowed to flow back through the screen for further cooling.
This process is continued every 1 °C until either the 20 cc fuel
fails to be drawn through the screen in 60 s or it fails to return
through the screen in 60 s. It was field tested many times in
10
Europe11 before being widely accepted as a European specifi-
cation. Field tests have also shown CFPP results more than
10 °C below the cloud point should be viewed with caution
because those results did not necessarily reflect the true vehicle
low temperature operability limits.12 CFPP has been applied to
many areas of the world where similar vehicle designs are
used. The Low Temperature Flow Test (LTFT), Test Method
D4539, was designed to correlate with the most severe and one
of the most common fuel delivery systems used in North
American Heavy Duty trucks. Under prescribed slow cool
conditions (1 °C ⁄h), similar to typical field conditions, several
200 cc fuel specimens in glass containers fitted with 17 µm
screen assemblies are cooled. At 1 °C intervals one specimen is
drawn through the screen under a 20 kPa vacuum. Approxi-
mately 90 % of the fuel must come over in 60 s or less for the
result to be a pass. This process is continued at lower
temperatures (1 °C increments) until the fuel fails to come over
in the allotted 60 s. The lowest passing temperature is defined
as the LTFT for that fuel. In 1981, a CRC program was
conducted to evaluate the efficacy of cloud point, CFPP, pour
11
“Low Temperature Operability of Diesels. A Report by CEC Investigation
Group IGF-3,” CEC, P-171-82.
12
“SFPP—A New Laboratory Test for Assessment of Low Temperature Oper-
ability of Modern Diesel Fuels,” CEC/93/EF 15, May 1993, pp. 5-7.
 D7467 − 15c´1
FIG. X3.3 December—10th Percentile Minimum Ambient Air Temperatures
point, and LTFT for protecting the diesel vehicle population in
North America and to determine what benefit flow-improvers
could provide. The field test consisted of 3 non-flow improved
diesel fuels, 5 flow improved diesel fuels, 4 light-duty passen-
ger cars, and 3 heavy-duty trucks. The field trial resulted in two
documents13,14 that provide insight into correlating laboratory
tests to North American vehicle performance in the field. The
general conclusions of the study were:
(1) In overnight cool down, 30 % of the vehicles tested had
a final fuel tank temperature within 2 °C of the overnight
minimum ambient temperature.
(2) The use of flow-improved diesel fuel permits some
vehicles to operate well below the fuel cloud point.
(3) Significant differences exist in the severity of diesel
vehicles in terms of low temperature operation.
(4) No single laboratory test was found that adequately
predicts the performance of all fuels in all vehicles.
(5) CFPP was a better predictor than pour point, but both
methods over-predicted, minimum operating temperatures in
many vehicles. For this reason, these tests were judged
inadequate predictors of low-temperature performance and
dismissed from further consideration.
13
CRC Report No. 537, “The Relationship Between Vehicle Fuel Temperature
and Ambient Temperature, 1981 CRC Kapuskasing Field Test,” December 1983.
14
CRC Report No. 528, “1981 CRC Diesel Fuel Low-Temperature Operability
Field Test,” September 1983.
11
(6) Cloud point and LTFT showed varying degrees of
predictive capability, and offered distinctively different advan-
tages. Both predicted the performance of the base fuels well,
but LTFT more accurately predicted the performance of the
flow-improved fuels. On the other hand, cloud point came
closest to a fail-safe predictor of vehicle performance for all
vehicles.
Since the 1981 field test, non-independent studies15 using
newer vehicles verified the suitability of the LTFT for North
American heavy-duty trucks. Users are advised to review these
and any more recent publications when establishing low
temperature operability requirements and deciding upon test
methods.
X3.1.3.1 Current Practices—It is recognized that fuel
distributors, producers, and end users in the United States use
cloud point, wax appearance point, CFPP, and LTFT to
estimate vehicle low temperature operability limits for diesel
fuel. No independent data has been published in recent years to
determine test applicability for today’s fuels and vehicles.
X3.2 Maps
X3.2.1 The maps in the following figures were derived from
CCL Report No. 316, “A Predictive Study for Defining
Limiting Temperatures and Their Application in Petroleum
15
SAE 962197, SAE 982576, SAE 2000–01–2883.
 D7467 − 15c´1
FIG. X3.4 January—10th Percentile Minimum Ambient Air Temperatures
Product Specifications,” by John P. Doner. This report was
published by the U.S. Army Mobility Equipment Research and
Development Center (USAMERDC), Coating and Chemical
Laboratory, and it is available from the National Technical
Information Service, Springfield, VA 22151, by requesting
Publication No. AD0756420.
X3.2.2 Where states are divided the divisions are noted on
the maps and table with the exception of California, which is
divided by counties as follows:
California, North Coast—Alameda, Contra Costa, Del
Norte, Humbolt, Lake, Marin, Mendocino, Monterey, Napa,
San Benito, San Francisco, San Mateo, Santa Clara, Santa
Cruz, Solano, Sonoma, Trinity.
California, Interior—Lassen, Modoc, Plumas, Sierra,
Siskiyou, Alpine, Amador, Butte, Calaveras, Colusa, El
Dorado, Fresno, Glenn, Kern (except that portion lying east of
the Los Angeles County Aqueduct), Kings, Madera, Mariposa,
12
Merced, Placer, Sacramento, San Joaquin, Shasta, Stanislaus,
Sutter, Tehama, Tulare, Tuolumne, Yolo, Yuba, Nevada.
California, South Coast—Orange, San Diego, San Luis
Obispo, Santa Barbara, Ventura, Los Angeles (except that
portion north of the San Gabriel Mountain range and east of the
Los Angeles County Aqueduct).
California, Southeast—Imperial, Riverside, San Bernardino,
Los Angeles (that portion north of the San Gabriel Mountain
range and east of the Los Angeles County Aqueduct), Mono,
Inyo, Kern (that portion lying east of the Los Angeles County
Aqueduct).
X3.2.3 The temperatures in CCL Report No. 316 were in
degrees Fahrenheit. The degree Celsius temperatures in Ap-
pendix X3 were obtained by converting the original degree
Fahrenheit temperatures.
 D7467 − 15c´1

FIG. X3.5 February—10th Percentile Minimum Ambient Air Temperatures

13
 D7467 − 15c´1

FIG. X3.6 March—10th Percentile Minimum Ambient Air Temperatures

FIG. X3.7 October—10th Percentile Minimum Ambient Air Temperatures

14
 D7467 − 15c´1

FIG. X3.8 November—10th Percentile Minimum Ambient Air Temperatures

FIG. X3.9 December—10th Percentile Minimum Ambient Air Temperatures

15
 D7467 − 15c´1

FIG. X3.10 January—10th Percentile Minimum Ambient Air Temperatures

FIG. X3.11 February—10th Percentile Minimum Ambient Air Temperatures

16
 D7467 − 15c´1

FIG. X3.12 March—10th Percentile Minimum Ambient Air Temperatures

17
 D7467 − 15c´1
TABLE X3.1 Tenth Percentile Minimum Ambient Air Temperatures for the United States (except Hawaii)
10th Percentile Temperature°C, min
State
Oct. Nov. Dec. Jan. Feb. March
Alabama 4 −3 −6 −7 −3 −2
Alaska Northern −25 −37 −45 −49 −47 −43
Southern −11 −13 −18 −32 −32 −29
South East −4 −11 −16 −19 −13 −12
Arizona North 34° latitude −4 −12 −14 −17 −16 −12
South 34° latitude 7 0 −2 −4 −3 −1
Arkansas 2 −4 −7 −11 −7 −3
California North Coast 3 0 −2 −2 −1 −1
Interior 2 −3 −4 −7 −6 −6
South Coast 6 2 0 −1 0 2
Southeast 1 −6 −8 −11 −7 −5
Colorado East 105° long −2 −12 −14 −19 −15 −12
West 105° long −8 −18 −25 −30 −24 −16
Connecticut −1 −7 −16 −17 −16 −9
Delaware 2 −3 −10 −11 −10 −6
Florida North 29° latitude 7 1 −2 −3 −1 2
South 29° latitude 14 7 3 3 5 7
Georgia 3 −2 −6 −7 −6 −2
Idaho −4 −13 −18 −21 −18 −13
Illinois North 40° latitude −1 −9 −19 −21 −18 −11
South 40° latitude 1 −7 −16 −17 −15 −8
Indiana −1 −7 −16 −18 −16 −9
Iowa −2 −13 −23 −26 −22 −16
Kansas −2 −11 −15 −19 −14 −13
Kentucky 1 −6 −13 −14 −11 −6
Louisiana 5 −1 −3 −4 −2 1
Maine −3 −10 −23 −26 −26 −18
Maryland 2 −3 −10 −12 −10 −4
Massachusetts −2 −7 −16 −18 −17 −10
Michigan −2 −11 −20 −23 −23 −18
Minnesota −4 −18 −30 −34 −31 −24
Mississippi 3 −3 −6 −6 −4 −1
Missouri 1 −7 −14 −16 −13 −8
Montana −7 −18 −24 −30 −24 −21
Nebraska −3 −13 −18 −22 −19 −13
Nevada North 38° latitude −7 −14 −18 −22 −18 −13
South 38° latitude 8 0 −3 −4 −2 1
New Hampshire −3 −8 −18 −21 −21 −12
New Jersey 2 −3 −11 −12 −11 −6
New Mexico North 34° latitude −2 −11 −14 −17 −14 −11
South 34° latitude 4 −4 −8 −11 −7 −3
New York North 42° latitude −3 −8 −21 −24 −24 −16
South 42° latitude −1 −5 −14 −16 −15 −9
North Carolina −1 −7 −10 −11 −9 −5
North Dakota −4 −20 −27 −31 −29 −22
Ohio −1 −7 −16 −17 −15 −9
Oklahoma 1 −8 −12 −13 −8 −7
Oregon East 122° long −6 −11 −14 −19 −14 −9
West 122° long 0 −4 −5 −7 −4 −3
Pennsylvania North 41° latitude −3 −8 −19 −20 −21 −15
South 41° latitude 0 −6 −13 −14 −14 −8
Rhode Island 1 −3 −12 −13 −13 −7
South Carolina 5 −1 −5 −5 −3 −2
South Dakota −4 −14 −24 −27 −24 −18
Tennessee 1 −5 −9 −11 −9 −4
Texas North 31° latitude 3 −6 −9 −13 −9 −7
South 31° latitude 9 2 −2 −3 −1 2
Utah −2 −11 −14 −18 −14 −8
Vermont −3 −8 −20 −23 −24 −15
Virginia 2 −3 −9 −11 −9 −4
Washington East 122° long −2 −8 −11 −18 −11 −8
West 122° long 0 −3 −3 −7 −4 −3
West Virginia −3 −8 −15 −16 −14 −9
Wisconsin −3 −14 −24 −28 −24 −18
Wyoming −4 −15 −18 −26 −19 −16

18
 D7467 − 15c´1
X4. WATER AND SEDIMENT GUIDELINES
X4.1 Introduction
X4.1.1 This appendix provides guidance regarding the con-
trol of water and sediment (particulate) in the distribution and
use of diesel fuel oil, biodiesel blends in modern compression
ignition engines. The information in this appendix is intended
to provide additional information beyond the control of water
and sediment in D7467 as prescribed in Table 1 utilizing test
methods defined in subsection 4.1.6.
X4.1.2 All parties involved in the production, distribution,
and use of fuels are advised that the engine requirements are
changing, and everyone involved should take appropriate steps
to ensure that clean and dry fuel is being delivered.
X4.1.3 All parties involved in the design, manufacture, and
use of engines and/or equipment that use fuels are advised that
on-board filtration and water removal systems should be
installed and properly maintained such that clean, dry fuel
delivered to the engine and/or equipment is maintained.
X4.2 Water
X4.2.1 Water can be found at some concentration in all
marketplace fuels. Water can either be a separate phase (that is,
free water) or dissolved in the fuel. The amount of water that
will dissolve in fuel is dependent on the temperature and
chemical composition (including all blend components,
additives, and impurities) of the fuel. For example, fuel stored
at very cold temperatures, that is, –20 °C, can have very little
dissolved water, whereas fuel stored at high temperatures and
high ambient humidity conditions, that is, 35 °C and 95 %
relative humidity, can have a significantly higher concentration
of dissolved water. As another example, a highly aromatic fuel
can hold more dissolved water than a highly paraffinic fuel,
while both fuels still meet all of the requirements of D7467.
The Test Method D2709 centrifuge test method for determina-
tion of free water and sediment provides a cost effective
screening procedure to determine relatively high levels of free
water and sediment, but cannot measure dissolved water. In
contrast, Test Methods D6304 and E1064 measure total water
content (the sum of dissolved and free water). Diesel fuel
should never contain free water at the time it is introduced into
a vehicle or equipment fuel tank, but such a result can be
difficult to achieve when ‘warm’ fuel, saturated with dissolved
water, cools. Under those circumstances, free water (or ice at
temperatures below 0 °C) separates from the fuel. A good
industry practice is to drain any free water from a storage tank
before the fuel is moved further through the distribution
system. Fuel tanks utilized for process flow control without
sufficient settling time cannot be utilized for water separation.
For those tanks, water removal may be required downstream
prior to the delivery to the retail outlet or distributor. Options
for water removal include the addition of settling time in
tankage with water draw off, using appropriate water-
absorption techniques, or adding water coalescing facilities at
point of fuelling equipment to ensure that only fuel with no free
water (“dry fuel”) goes into the equipment’s fuel tank. Water-
19
TABLE X4.1 Particle Number Range Codes
Range Code Chart
Particles per millilitre
Range Code
More than Less than or Equal to
21 10 000 20 000
20 5000 10 000
19 2500 5000
18 1300 2500
17 640 1300
16 320 640
15 160 320
14 80 160
13 40 80
absorbing cartridge filters, which are designed to stop flowing
on exposure to water, can be used as an alert mechanism for the
presence of free water in a fuel tank.
X4.3 Sediment
X4.3.1 Sediment, otherwise known as particulates, can be
found in virtually all marketplace fuels. These particulates
come from a variety of sources including piping, storage tanks,
microbial contamination, fuel degradation products, and expo-
sure to airborne particles during fuel transportation and han-
dling. Engine/vehicle filtration systems are designed based on
the expectation that fuel introduced to the engine’s fuel tank
will meet certain cleanliness levels. Sediment or particulates in
fuel can be measured in two fundamentally different ways: (1)
mass of the total sediment or particulates per unit volume; or
(2) particle size and count per unit volume. Filtration can be
put in place at various points in the fuel production and
distribution system to limit the amount of sediment or particu-
late that is introduced to the vehicle or equipment fuel tank.
Filtration at the point of fuel delivery into equipment is
particularly important. Historically, sediment or particulate
control by measurement of total mass or volume has been
sufficient to determine fuel cleanliness. However, as fuel
injection system pressures and event precision requirements
(including timing of injection events and multiple injections
per power stroke) have increased, the fuel injection systems
have become far more sensitive to particle size and amounts.
ASTM has developed a particle size rating procedure that
describes particle size and related count information (Test
Method D7619). Utilizing the particle size and count
information, fuel can be characterized by range numbers as
described below (reference ISO 4406). As shown in Table
X4.1, the number of particles counted per milliliter of fuel
defines a “Range Code.” Particles are counted per particle size
such that the number of particles is determined that are greater
than 4, 6, and 14 micrometers, respectively.
X4.3.1.1 For example a fuel particle characterization of
18/16/13 would describe relatively cleaner fuel containing:
18: 1300 to 2500 particles greater than or equal to 4 µm ⁄ mL
16: 320 to 640 particles greater than or equal to 6 µm ⁄ mL
13: 40 to 80 particles greater than or equal to 14 µm ⁄ mL
 D7467 − 15c´1
X4.3.1.2 Whereas a fuel particle characterization of 21/ TABLE X4.2 Filter Beta Ratio
19/17 would describe a relatively dirtier fuel containing: Incoming Outgoing
Contaminant Contaminant
21: 10 000 to 20 000 particles greater or equal to than 4 µm ⁄ mL Beta Ratio Percent Efficiency
Level Level
19: 2500 to 5000 particles greater than or equal to 6 µm ⁄ mL (particles/mL) (particles/mL)
17: 640 to 1300 particles greater than or equal to 14 µm ⁄ mL
500 000 2 50
X4.3.2 Filtration specifications should include both a mi- 50 000 20 95
cron rating and a beta rating. The absolute micron rating gives 1 000 000
13 000 75 98.7
5000 200 99.5
the size of the largest particle that will pass through openings 1000 1000 99.9
in the filter, although no standardized test method to determine 100 10 000 99.99
its value exists. In contrast, the nominal micron rating de-
scribes the size of a typical particle that the filter will remove.
The beta rating comes from the Multipass Method for Evalu- alescing or water absorbing capability. Such a system should
ating Filtration Performance of a Fine Filter Element (ISO be designed based upon expected local fuel quality, operating
16889). The ratio is defined as the particle count upstream conditions and the customer’s needs. Factors to be considered
divided by the particle count downstream at the rated particle may include:
size. The efficiency of the filter can be calculated directly from X4.4.2.1 The flow rating for the filtration, coalescer, or
the beta ratio because the percent capture efficiency is ((beta- absorber being at least as high as the maximum expected fuel
1)/beta) × 100. However, caution must be exercised when transfer rate;
using beta ratios to compare filters because such ratios do not X4.4.2.2 Selection of particulate filtration including both
take into account actual operating conditions like flow surges, the micron and beta ratings based upon the application;
mounting orientation, vibration, and changes in temperature. X4.4.2.3 Selection of coalescer or water absorber capable of
As in all filtration system designs, the flow capacity and the removing visible free water in the fuel;
expected contamination level are critical to achieve an accept- X4.4.2.4 An automatic water drain system to remove sepa-
able result. Table X4.2 provides an example of filter beta rated water.
ratings, particulate removal and percent efficiency. X4.4.3 Water separation through the use of a coalescer can
X4.4 Water and Sediment Controls be adversely affected by polar substances either inherent in the
fuel chemistry or added to the fuel. In fuel storage and delivery
X4.4.1 Several strategies may be used separately or in systems in which such materials are anticipated:
combination to control the amount of water and sediment that X4.4.3.1 A water absorber may be preferable (see caution in
are ultimately delivered to the end user’s fuel tank. subsection X4.2.1), or
X4.4.2 One potential method for ensuring that clean and dry X4.4.3.2 If a coalescer is utilized, the water content in the
fuel is delivered to the vehicle or equipment is to use high fuel should periodically be monitored downstream of the
volume particulate filtration, combined with either water co- coalescer to assure dry fuel delivery to downstream users.

SUMMARY OF CHANGES

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D7467 – 15b) that may impact the use of this standard. (Approved Oct. 1, 2015.)

(1) Added Test Method D7861 to Referenced Documents and

to subsection 4.1.18.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D7467 – 15a) that may impact the use of this standard. (Approved July 1, 2015.)

(1) Removed “1999” from ISO 16889 reference in X4.3.2;

added ISO 16889 to Referenced Documents, subsection 2.2.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D7467 – 15ε1) that may impact the use of this standard. (Approved June 1, 2015.)

(1) Test Method D7689 was added to Section 2, Referenced

Documents, and to subsection 4.1.3.

20
 D7467 − 15c´1
Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D7467 – 14) that may impact the use of this standard. (Approved Jan. 1, 2015.)

(1) An alternative test method for the determination of cetane (2) An alternative test method for the determination of flash
(D7668) was added to Sections 2 and 4. point (D7094) was added to Sections 2 and 4.

Subcommittee D02.E0 has identified the location of selected changes to this standard since the last issue
(D7467 – 13) that may impact the use of this standard. (Approved Dec. 1, 2014.)

(1) Added Test Methods D6304, D7619, and E1064 to subsec- (3) Added reference to new Appendix X4 to subsection 4.1.6.
tion 2.1 Referenced Documents; ASTM Standards. (4) Non-mandatory Appendix X4 was added.
(2) Added ISO 4406 to subsection 2.2 Referenced Documents;
Other Standards.

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